Apparatus for making rail joints



Oct. 16, 1956 J. E. GRGNLUND 2,766,938

APPARATUS FOR MAKING RAIL JOINTS Filed Aug. 3, 1955 3 Sheets-Sheet 1NVELNTOHN done: o 6. cirnluwd.

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APPARATUS FOR MAKING RAIL JOINTS Filed Aug. 5, 1953 5* Sheets-Sheet 2 iMVS TQM 'TTORIQEYf Oct. 16, 1956 E. GRONLUND 2,766,938

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from-calf United States Patent APPARATUS FOR MAKING RAIL JOINTS Jonas E.Griinlund, Eskilstuna, Sweden Application August 3, 1953, Serial No.371,869

3 Claims. (Cl. 238-225) The present invention pertains to apparatus formaking joints between successive rail sections of railroad track andmore particularly for minimizing the effect of gaps between railsections accommodating expansion and contraction of the rails due totemperature fluctuations.

A primary object of the invention is the provision of apparatus formaking such an improved joint which divides the necessary expansion gapinto a plurality of smaller gaps to make possible smooth rolling passageof wheels.

Another object of the invenn'on is to provide apparatus for such a railjoint which may be spanned between spaced ties-and successfullywithstand heavy loads on wheels rolling over the rails.

The invention has for a still further object the provision of suchapparatus for a rail joint which, in addition, restrains the opposedrail ends against any transverse movement.

Still another object of the invention is to provide improved means forfastening such a rail joint to wooden supportties and for securing thevarious parts of the joint together.

.Further objects and advantages of the invention will become apparent asthe following description proceeds, taken in conjunction with theaccompanying drawings, in which:

' Figure 1. is a longitudinal elevation of a rail joint constructed inaccordance with a preferred embodiment of the present invention;

Figs. 2, 3, and 4 are sectional views taken along lines Z.2, 33, and4-4, respectively, in Fig. 1;

Fig 5 is a plan view of the rail joint of the present invention showingthe connected rail ends in a contracted condition such as would obtainat low temperatures;

Fig. 6 is a plan view similar to Fig. 5 showing the joined rail ends inan expanded condition which would obtain at elevated temperatures;

Fig. 7 is a perspective view of the base or supporting plate utilized inconnection with the present invention;

Fig. 8 is an exploded view, in perspective, of the several parts of thepresent rail joint; and

Fig. 9 is a fragmentary longitudinal elevation, partially in section,corresponding to a part of Fig. 1.

Although a particular embodiment of the invention has been shown anddescribed in some detail, there is no intention to thereby limit theinvention to, the details of such embodiment. On the contrary, it'isintended to embrace all alterations, modifications, and equivalentsfalling within the scope of the invention as defined in the appendedclaims,

Referring now more particularly to the exemplary embodiment of theinvention shown in the drawings, the apparatus there illustratedconstitutes a joint between successive rails a nd includes a short railsection or insert 10 interposed between the opposed, spaced ends of thetwo rails 11 and 12. As the rails contract and expand a single, wide gapdoes not result, but instead, two smaller gaps, each of them one half aswide as the single 2,766,938 Patented Oct. 16, 1 956 "ice gap would be,occur at either end of the interposed sec-, tion. This affords a muchsmoother rolling transition of rail car wheels across the joined ends ofthe rails.

The rails may be of a well known, widely used form having upper trackportions 13 for rolling support of railway wheels, vertical web portions14, and horizontal, flanged supporting bases or feet 15. The insert isof matching cross section. In order to guide the rail ends as theyexpand and contract relative to the intermediate section, and to providestill smoother transition of a Wheel rolling over the rail ends, shorthorizontal recesses or grooves 16 are defined in the ends of the railsand corresponding mating projections or tongues 17 extend from eitherend of the insert 10 slidably into these recesses. Thus, even with therail ends 11 and 12 fairly well contracted from the intermediatesection, a complete gap between the insert and the rail ends does notresult (Fig. 5).

To support the two rail ends and the insert, a base plate (Figs. 7 and8) is provided which is adapted to underlie (Figs. 2, 3, and 4) the feetof these parts. The base plate is in the form of a relatively thin beam18 supported at either end by spaced railroad ties 19 (Fig. 1). Itincludes a slot 29 defined in the underside receiving a dovetailed rib21 secured as by welding. The reinforcing rib 21 has its greatest ordeepest cross section and strength at its middle portion where bendingforces are greatest. Thus, it has its maximum vertical dimension in themiddle and is tapered upwardly toward the ends. Consequently, the jointneed not be located directly over a tie, but in view of the strength ofthe reinforced base plate, may be spanned between the spaced ties. Bycooperatively dovetailing the beam 18 and the rib 21, ribs of variouslengths and cross sections may be readily secured to standardized beamsaccording to the need in each particular joint as the track is laid. Forexample, if a joint falls between ties, a rib 21 of appropriate lengthmay be slipped into the base plate and quickly welded thereto on the jobsite.

The flat upper surface of the base plate receives and supports the feet15 of the rail ends 11 and 12 and insert 10 between two upstandingflanges 22 spaced to engage the side of the feet and positively preventtransverse movement. The rails and insert are secured in endwiseslidable relation by means of suitable fasteners, such as bolts 23,extending through a series of holes 24 defined along the edges of thebase plate and through registering elongated slots 25 cut into the feet.Co-

operating nuts 26 engage the underside of the base plate.

Positive clamping in a vertical direction with freedom for endwisesliding is accomplished preferably by a plurality of lugs 27 eachcarried at the upper end of one of the bolts. Each lug 27 has its inneredge drawn against the top of the feet 15 and its outer edge against theupstanding flanges 22 received in corresponding and mating grooves 28.The rail ends 11 and 12 and insert 10 are thus constrained against anyvertical play, and against transverse play by side engagement with theupstanding fianges 22. Nevertheless, both the rail ends and the insertmay slide in a longitudinal direction with relation to one another andthe base plate. As a result, the spanned joint construction is firm invertical and transverse direction but permits endwise sliding withtemperature changes, the bolts 23 assuming different positions Withinthe slots 25 as the rails expand and contact (Figs. 5 and 6).

It is highly important that therail insert 10 be positively lockedagainst vertical movement, but with free possibilities.

'2 u surface of the adjacent rail, an entire train might be de-railed.If the heads of thebolts 2-3 for the insert wereiin direct contact withthe foot thereof, longitudinal shifting of the foot might rotatethebolts sufficiently'to loosenjhem slightly. I Pounding of wheels onthe inseitcould them completely free the bolts and let,

the insert-rock to a-position in which one of. its ends projects abovethe adjacent rail.

. 4 p I claim as my invention: 1'. For making a joint between the endsof two rails, the combination of a rail insert matching in cross sectionthe two rails-and adapted to be interposed therebetween, a

flat base plate adapted to underlie said rail ends and -rail insert inendwise slidable relation, a pair of upstanding The present constructioneliminates these undesirable The lugs 27, interposed between the boltheads and the foot 15 of the insert 10, are locked against rotation bythe reception of the flanges 22 in their grooves 28. Thus, the foot 15may slide relative to the lugs 27 without in any degree tending torotate and loosen the bolts -Z3.'

In order to provide still further rigidity of the rail joint but at thesame time leave the various parts freely slidable in endwise direction;connecting fishplates 29 having oblong openings Sit-spaced along theirlength are secured on either side of the webs '14 by suitable fasteners,such as bolts 31 and nuts'32, extending through registering holes '33 inthe webs. Because the fishplates 29 extend to couple the webs 14 of boththe rail ends 11 and 12 and the insert 19', they prevent any skewingbetween these parts, but the preferably oblong or elliptical openings'36 for receiving the fastening bolts 31 through the fishplates aifordfree relative movement of the parts in an endwise direction. 7

'The reinforcing rib 21 is stopped short of the ends of the base plate,providing flat ends adapted to be supported by the spaced railway ties19. As shown, particularly-in Figs. 4' and 9, two openings 34 througheither end of the base plate are tapped to receive correspondinglythreaded fastening members The base plate is secured .to the ties byspecial fasteners having heads 35,

flanges along either side of the top of said base plate for preventingtransverse movement of said rail ends and rail insert, a plurality ofbolts inserted through saidbase plate and rail insert, a correspondingplurality oflugs interposed between said boltsand the rail insert, saidlugs having grooves receiving said flangesas the bolts are tightened tothereby prevent rotation and loosening of the bolts by endwiseshiftingof the rail insert, a lengthwise groove being defined in the undersideof said base plate,

and a reinforcing rib keyed into said groove and eX- tending along themiddle portion of said base plate to leave two flat surfaces :on itsunderside for support, said rib preventing downward bowing due to weighton said insert when said base plate is supported at either end.

2. For making a joint in railroad rails, the conitbination of a baseplate having end portions adapted to be j supported by spaced railroadties and having on'i-ts'underside a longitudinal dovetail groove, areinforcing. rib adapted for captive insertion in said dovetail groovehaving its greatest cross section in the middle of the base plate andtapering in cross section toward the 'two' end portions, a rail insertmatching in cross section the two rails to be joined said tworails withsaid interposed thereb'etween being supported at the feet thereof V bythe top of said base'plate, and means for fastening upper shank portions36 machine threaded to mate with a a the base plate threads, andextremities 37 formed with wood screw threads. Thus, as shown in Fig. 4,the special fasteners, carrying lugs 27 beneath their heads, areutilized both to secure the base plate to the ties,.by the Wood screwthreads, and at the same time aid in holding-the rail feet against thebase plate by the machine threads. In this manner the problem ofsecuring the rails to the base plate ends, where there is no room forcooperating nuts, such as the nuts 26 onthe centrally located bolts 23,is solved. The lugs 27 carried'by these special fasteners may beidentical to those employed along the length or" the rail joint,including :a groove 28 in their underside to receive the upstandingflanges 22 in order both more positively to secure the parts and" toprevent rotation of the lugs as the bolt is' tightened.

It is believed that the construction, assembly, and advantages of thepresent invention in providing for the improved joining of twosuccessive rails will now be apparent from the foregoing description.Through the provision of the short intermediate rail section or insert10 slidably interposed between the joined rails, a considerable range ofrelative contraction and expansion of two rail ends may be accommodatedwithout at any time producing a wide, open gap such as is often found inpresently knownrail joint constructions and which produces considerablejolt, as well as noisewor clatter, when wheels roll over it. On thecontrary, the present invention provides a sturdy rail jointconstruction which accommodates the expansion and contraction but yetwhich results in two smaller gaps, partially bridged by the cooperating, sliding projections between the insert and the rail ends,resulting in smoother and quieter transition of rolling wheels over thejoined rails. Such joints may be used to advantage either when joints inside-by-side rails 7 are staggered, as in American practice, or arrangedopposite each other as in European practice.

' cooperating tongues extending lengthwise tromteither end of saidinsert to .slidably engage the rail ends in said recesses,- the 'feet ofsaid rail endsand insert having longitudinally spaced elongated slotsand the base plate having registering holes, a plurality of beaded boltsinserted through corresponding. ones of said slots and holes, aplurality of lugs each interposed between the head of one of saidboltsiand'the underlying foot,- said lugs having grooves receiving saidilanges. as the bolts are tightened, thelugs holding the rail ends andinsert while permitting endwise shifting thereof Without looseningofsaid bolts and the upstanding ifla'nges .preventing transverse move mentof the rail ends and insert relative to the base plate, and meansincluding a fishplate connecting the rail ends and the insert forpreventing relative skewing, said 7 last named means. further includingregistering oblong holes defined through'said rail ends and insert andfasteners therethrough -fior permittingrelative endwise movement',contraction of the. rails resulting in a relatively small gap betweeneach rail end and said insert providing :smoothpassage of wheels overthejoined rails. V

i ReferencesCit'ed in the. file of patent UNITED STATES PATENTS '675j645Wood June 4, -1901 893,315 Ely July 14,1908 1,227,083 Snyder May-22,19271,471,613 Kourt'zm'an Oct. 23, 1923 1,927,389 Cast'ner- 'Sept. 19 19332,110,531

